Geared locomotive with independently-hung axles.



W. A. AUSTIN'GL L. E. FEIGHTNER.

GEAEED LOCOMOTIVE WITH INDEPENDENTLY HUNG AXLES.

APPLICATION FILED JUNE 26, 1913.

1,077,580. Patented Nov. 4, 1913.

2 SHEETSSHEET l.

w w: I g \w v W. A. AUSTIN & L. B. FEIGHTNER.

GEARED LOGOMOTIVE WITH INDEPENDENTLY HUNG AXLES.

APPLICATION FILED JUNE 26, 1913.

Patented Nov. 4, 1913.

2 SHEETSSHEET 2.

UNITED STATES PATENT OFFICE.

WILLIAM A. AUSTIN AND LEWIS E. FEIGHTNER, OE LIMA, OHIO, ASSIGNORS TO LIMA LOCOMOTIVE CORPORATION, OF LIMA, OHIO, A CORPORATION OF OHIO.'

GEARED LOCOMOTIVE WITH INDEPENDENTLY-HUNG AXLES.

Specification of Letters Patent.

Application filed June 26, 1913.

Patented Nov. 4;, 1913. Serial No. 775,960.

tion and the accompanying drawings, forming a part of the same.

The object of the present inventionis to furnish a means of supporting a combined locomotive and tender wholly upon wheeledtrucks so as to facilitate inthe highest de-,

gree the turning of the locomotive around curves, and at the same time to permit the accommodation of each truck-wheel independently to the inequalities of the. track, while geared together and to the source of power upon the locomotive. This object is effected by making each axle-box movable independently in the truck, and providing each axle with a separate line-shaft-section and gearing for driving the same, and connecting all the separate line-shaft-sections flexibly together and to the power-shaft upon the locomotive.

The invention also includes a geared l0- comotive-tender having one or more multiple-wheeled-trucks so arranged as to admit of the application of power to all its pairs of wheels by a system of line-shafting on one or both sides of the tender. In such construction, the axles in the truck or trucks are geared to sections of line-shafting, and such sections coupled to the power-shaft through shaft-sections upon one of the locomotive-trucks, thus securing perfect flexibility in the transmission of the power to the truck-wheels under the tender.

The invention also includes the combination with a rigid locomotive-frame having multiple-wheeled-trucks under its opposite ends, of a tender having a pivot-lug upon its front end resting upon and supported b the rear of the locomotive-frame, and a true supporting the rear end of the tender upon the track, whereby the tender is supported in part by its own truck and in part by the truck under the rear of the locomotiveframe.

I The invention is obviously applicable to a locomotive having its motor operated by steam, electricity, gas, or any other agency, and is illustrated herein upon a locomotive having steamengines for rotating the power-crank-shaft.

The invention will be understood by reference to the annexed drawing, in which- Figure 1 is a side elevation of a locomotive constructed with the improvements; Fig. 2 is a diagram indicating the outlines of the truck-frame and tender-frame and the relation of the trucks to the said frames and to the power-shaft upon the'locomotive-frame.

Fig. 3 is a plan, and Fig. 4 an end view of one of the eight-wheeled-trucks under the 10- comotive-frame.

a designates the locomotive-frame having bolster I) under its forward end and a bolster 0 under its rear end with eight-wheeledtrucks pivoted to each of said bolsters.

The frame d of the tender is provided under its rear end with a four-wheeled" truck, and has its front end coupled to the rear end of the locomotive-frame by a permanent pivot-joint in which a lug e upon the front of the tender-frame fits between two lugs f and f upon the locomotive-frame the lug f wholly supporting the front end of the tender, whose weight is transmitted to the truck under the bolster 0.

Engine-cylinders g are shown mounted upon the locomotive-frame. a and connected with a crank-shaft h carried in bearings at nearly the same level as the axles 2' of the truck-wheels. The wheels are marked 70 in the forward truckflc in the truck under the bolster c, and Z in'the truck under-the tender, which is pivoted to a bolster m.

In the present invention, the crank-shaft Y may be geared in any suitable manner to each axle in each truck so as to drive, all the truck-wheels independently, while permitting them to play independently in their truck-frames when passing over inequalities of track. The means illustrated for thus driving the truck-wheels is shown in Figs. 3 and 4:, in which the wheels are shown overhung upon the axles and provided each with a bevel-gear 41. upon its outer side.

Each axle has a projecting end or extension j upon which a transverse shaft-box 0 is fitted, and is held from turning upon the axle-extension by guide-arms 'r movable vertically in guides 7" which are bolted by arms 8, s to the upper and loweredges of the adjacent truck-frame. A shaft-section 0' is carried in the shaft-box 0 and has a bevelpinion 'n to drive the gear n. Each axle is thus furnished with an independent section of the line-shaft and is coupled to the adjacent section by driving-rings t and sliding extension-bar u. The axle-bearin s are thus permitted vertical movement in t eir pedestals to allow variationbetweenjthe truckframes and the truck-wheels, suchvariation being necessary whenever the truck is in motion and has local oscillation owingto track inequalities or disturbances in the load carried by the bolsters. The truck-wheels of the tender are also driven separately by bevel-gearing, which is connected with the line-shaft upon the rear truck under the 10- comotive-frame. 1

The end shaft-section upon each truck is provided with a driving-ring t by which the end-shafts are connected together, or to the crank-shaft h in the case of the trucks under the locomotive-frame. weight of the locomotive and tender is thus carried by truck-wheels which are free to rise and fall independently and which are connected flexibly with the other wheels and with the power-shaft h, thus enabling all the wheels to conform perfectly to inequalities of the track.

A system of spring-suspension is, in practice, supplied to the axle-boxes in any usual manner. A

The frames of the trucks are shown of the ordinary bar-type used in locomotiveframes, but the construction of the truckframes and the nature and application of the springs is immaterial to the present invention, the essential feature of which is a geared locomotive having a rigid engineframe mounted upon two multiple-wheeledtrucks and each axle in said trucks having a separate line-shaft-section movable vertically therewith and geared to the said axle,

and connected flexibly to the other shaftsections and to the power-shaft, thus securing perfect flexibility of motion upon uneven track, and greatly promoting easy operation of the trucks in rounding curves.

The special construction of the trucks and driving connections for the Wheels is not claimed herein, but is made the subject of a separate application No. 773,157 filed June 12, 1913, by L. E. Feightner for patent The entire 4 on multiple wheeled truck for geared locomotives. m

The locomotive can be provided with more than'one tender if desired, or with tenders at both ends, and all the axles in such tenders may be mounted and geared to move independently, so that all wheels under the locomotive and tenders may accommodate themselves perfectly to inequalities of the track.

Having thus set forth the nature of the invention what is claimed herein is:

1. In a'geared locomotive carried by two multiple-wheeled-trucks, the combination, with the locomotive-frame, of a power-shaft rotated by power upon the locomotive, axleboxes movable vertically and independently in the trucks, a separate line-shaft-section movable vertically with each axle, gears connectin each shaft-section separately with one o the axles, and mechanism flexibly connecting such shaft-sections with one another and with the power-shaft.

2. In a geared locomotive carried by multiple-wheeled-trucks, the combination, with a'rigid locomotive-frame having bolsters under opposite ends, of trucks supportingthe said bolsters, a tender havipg a pivot-lug upon its front end resting upon and supported by the rear of the locomotive-frame, a truck supporting the rear end of the tender upon the track, axleboxes movable vertically and independently in the trucks, a separate line-shaft-section movable verti cally with each axle, a power-shaft operated by a motor upon the locomotive, and gearing with universal joints connecting the said power-shaft with each axle in the locomotive and tender-trucks. 2

3. In a eared locomotive carried by two multiple-w eeled trucks having their axle boxes movable vertically and independently, the combination, with the said trucks, of a.

rigid locomotive-frame having bolsters under opposite ends resting upon the said trucks, vertical engines and a crank-shaft mounted upon the said locomotive-frame, a separate line-shaft-section and gearing for separately operating each truck-axle, and universal joints connecting such shaft-sections with the said crank-shaft, thus securing flexibility upon uneven track and easy movement around curves.

4. In a geared locomotive carried by two multiple-wheeled-trucks, the combination, with the said trucks, of a rigidlocomotiveframe having bolsters under opposite ends resting upon the said trucks, a tender having a pivot-lug, upon its front endrest-ing upon and supported by the rear of the locomotive-frame, a truck supporting the rear end of the tender upon-the track, .axle-boxes movablevertically and independently in the trucks, a separate line-shaft-section movable vertically with each axle, vertical e11-' set our hands in the presence of two subgines supported Wholly or in part upon the scribing Witnesses. said frame, a crank-shaft operated thereby, WILLIAM A. AUSTIN. and gearing with universal joints connect- LEW'IS E. FEIGHTNER. ing the said crank-shaft with each axle in Witnesses: the locomotive and tender-trucks. WM. HYLAND,

In testimony whereof we have hereunto WM. OCONNOR. 

